Omni operated for Aer Lingus again this evening with DC-10 N621AX (ex-Northwest) on flight EI109 DUB-JFK. An EI A330 is receiving attention in a hangar at Dublin.
The aircraft was N610AX of Omni Air.
Buffalo Airways (buffaloairways.com) has an ex-Qantas DC-4, it’s not for sale but everything has a price, that’s if you want to pay the piper.
C-GPSH ‘Arctic Distributor’
C-GPSH, was initially delivered to American Airlines as ‘Flagship America’ in 1944. Later, in 1949, this airplane was sold to Qantas Airlines and was renamed the ‘New Guinea Trader’. From Qantas, GPSH then went to Malaysia in 1958 for two years, and returned to Qantas in 1960. From that point, this DC-4 made its way to a few different companies in Canada and ended up with Buffalo Airways as the ‘Arctic Distributor’.
Unfortunately C-GPSH suffered signifcant damage in a landing accident at Carat Lake on 28 December 2006. Ruud Leeuw has details and photos on this page: http://www.ruudleeuw.com/yellowknife06.htm
There are further photos here: http://s144.photobucket.com/albums/r171/mcelligotb/DC-4/
serials are allocated and de-allocated, I imagine that serials are recycled.
UK military serials are issued for a speciifc airframe and I am not aware of any examples (at least in recent times) of re-allocation to a second aircraft.
The use for many years of the system of “black-out” blocks of unused serials, supposedly to make it harder to assess the number of aircraft of a given type acquired, surely contributed to the rate at which the available numbers were used up.
Several photos here of VH-XBA arriving at Dublin from Southend on 8 December:
http://www.irishairpics.com/database/search.php?q=VH-XBA&u=reg
Arrival at DUB is now postponed till Wedneday 29/11.
Overall for the airframe , The G- BUS* Range are all ex Dan Air ,
I think you mean BCal, though in fact they were delivered to BA after the two companies merged.
C-54 and DC-4 in October 2004
The two machines looked good a couple of years ago. It would be a real shame to see them broken up, or reduced to a nose section, as seems to be the ultimate fate of many preserved airliners.
Sorry, that pic shows an An-26 (twin-engined). But An-12 UN-11003 of ATMA was damaged beyond economical repair while landing at Kabul airport on April 25th 2005 after a tyre burst on landing causing the plane to slid off the the runway catching fire. Five out of six crew members suffered minor injuries. It was operating a flight from Dubai. Maybe this is it.
They have never flown since arriving from the USA, though they were to be used for a Berlin Airlift film. Presumably all of that has fallen through long ago.
Most likely that is an An-12, minus nose – the swept leading edge is a feature of this type.
The ASI does not seem ever to have been wound up and was still producing a magazine up to a year or two ago. I think it fell victim to a number of factors – the advent of the Internet as an immediate source of news and movements information and also a membership who wanted to receive but not contribute. Given the huge expansion in aviation activity and airport movements here since the 1970s and 1980s (when the ASI was in its heyday) the challenge of reasonably comprehensively monitoring and reporting on things has probably become much greater as well. I think the “officers” of the Society may continue to hold their positions but what they do in those capacities or whether, for example, subscriptions are still collected, I don’t know.
The alternative “Irish Air Letter” remains in being, with much the same team who set it up thirty-something years ago, and still produces a monthly magazine in the old A4 stencil format. It does a reasonable job of documenting the commercial and military scene, though it sometimes seems uncertain of what it is trying to be – a historical journal, a spotters’ mag or an industry magazine!
Gary
To set aperture and shutter speed to your own requirements you set each of these with the camera in the appropriate mode – A and S respectively – and then switch to M (manual) mode. In this way you can set the camera to over- or under-expose as far as you want. Personally I would go for an F-stop of F11 or even F16 for added sharpness.
Don’t forget that the Dash-8 crew could see what was happening and could, if they deemed it appropriate, have initiated a go-around anyway, even if the tower had not so instructed.
That was quite a good series. I taped a lot of those programmes at the time but would have to search them out to see if I still have them.
The Viscount was the one that had been at Perth, I think – F-BGNR, ex Air Inter and Air France.